SharkWeek Continues: GT3 owners don't be afraid of the light weight flyhweel!
#31
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#32
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My crankshaft? bolt backed out on my MK1 GT3. I bought it that way and it was one of the first 997GT3's and one of the first to get the LWFW installed in a GT3..
IMHO it is a must have upgrade to any GT3, along with a LSD and bypass exhaust.. Makes it a different car.
IMHO it is a must have upgrade to any GT3, along with a LSD and bypass exhaust.. Makes it a different car.
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#34
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I call it typical corporate bull****. This issue has been discussed numerous times and both the regular gt3 and rs has been around long enough for the engines to be taken apart if someone from Sharkwerks say they share the exact same parts, I will not doubt their word.
#35
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A question about that lightweight pulley in 996 GT2/3/turbo engine....is it required, or just recommended? I have the 964RS LWFW.
( I read the pulley thread, but quite fast, and did not find definitive answer. )
( I read the pulley thread, but quite fast, and did not find definitive answer. )
#36
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Glad you like the exhaust tho:P
You can use the lighter weight pulley from EVOMS but I'll check the next time a GT2RS is in here because I don't recall it being any different to the one on the regular GT2.
For the 996gt3 set up we did in fact use the 2010rs pulley or the EVOMS light weight one. It wasn't required but certainly produced about 4-5hp difference on a dyno.
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#38
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Oh sorry I should explain that pulley and belt are actually considerably lighter than on the 996gt3. The weight of the evoms one is 220g vs 500g for the stock 996GT3 one. The throttle response is a little better with it vs the stock one is all and on the dyno you can see a small increase (not that it's worth it for that). The nice thing about that pulley (weight aside) is contact patch is about 60% larger (distributes the load more) too so once torqued down it's not going to come off
#39
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Thanks Alex.
I have the 6RS pulley which is considerably lighter than the stock one; 195grams less.
And, as expected, no absolute power gains whatsoever, you can't even see an increase with the old cup super light flywheel of the 10RS.
What you describe can perhaps be explained by watching the power curve on the graph from a rolling dyno. There might be a chance to see a shifting in some "peak points" in the lower rpms, coming from the quicker pick up of the engine. ?
Btw a lighter belt is nice, is it a Porsche part?
I have the 6RS pulley which is considerably lighter than the stock one; 195grams less.
And, as expected, no absolute power gains whatsoever, you can't even see an increase with the old cup super light flywheel of the 10RS.
What you describe can perhaps be explained by watching the power curve on the graph from a rolling dyno. There might be a chance to see a shifting in some "peak points" in the lower rpms, coming from the quicker pick up of the engine. ?
Btw a lighter belt is nice, is it a Porsche part?
#40
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Thanks Alex.
I have the 6RS pulley which is considerably lighter than the stock one; 195grams less.
And, as expected, no absolute power gains whatsoever, you can't even see an increase with the old cup super light flywheel of the 10RS.
What you describe can perhaps be explained by watching the power curve on the graph from a rolling dyno. There might be a chance to see a shifting in some "peak points" in the lower rpms, coming from the quicker pick up of the engine. ?
Btw a lighter belt is nice, is it a Porsche part?
I have the 6RS pulley which is considerably lighter than the stock one; 195grams less.
And, as expected, no absolute power gains whatsoever, you can't even see an increase with the old cup super light flywheel of the 10RS.
What you describe can perhaps be explained by watching the power curve on the graph from a rolling dyno. There might be a chance to see a shifting in some "peak points" in the lower rpms, coming from the quicker pick up of the engine. ?
Btw a lighter belt is nice, is it a Porsche part?
#41
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So, once the engine is gear and rolling, or on a chassis dyno, then there are a lot of rotating parts in play. Assuming no clutch slip and no wheelspin, then as well as spinning a flywheel you have drive shafts, brake disks, wheels and tires. So, with all that in mind I would have thought that ceramic discs being, what, say, 15 lbs lighter in the rear would have just as much of an effect as the flywheel. Lighter wheels and light tires would also have an effect.
So, my non RS GT3 with ceramics should rev as fast and cleanly as an RS with steeleys once we are actually under way and moving?
Just my two pence.
So, my non RS GT3 with ceramics should rev as fast and cleanly as an RS with steeleys once we are actually under way and moving?
Just my two pence.
#42
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In theory, your thought does make sense.
In my mind, and I may be wrong, I think the location of the added weight is a factor. 15 lbs of lightened weight connected to engine components would have a greater rotational effect than the lightened rotors.
Watch some MIT guy come on here and just rip me now....
In my mind, and I may be wrong, I think the location of the added weight is a factor. 15 lbs of lightened weight connected to engine components would have a greater rotational effect than the lightened rotors.
Watch some MIT guy come on here and just rip me now....
#44
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Roger that on the 6s we have done but now that the 7 .2RS is available you can always use that. I like the design of the EVOMS one as it prevents it from ever sheering and coming off
#45
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So do you need to reflash the ECU for LWFW or is its presence simply detected via the existing sensors (as I recall) ???
I recall the LWFW in the original 996.1 CS was pretty amazing how quickly the enginer revved etc ...
well worth the upgrade if you have your tx out as well as a cup or guard rebuilt LSD ...
I recall the LWFW in the original 996.1 CS was pretty amazing how quickly the enginer revved etc ...
well worth the upgrade if you have your tx out as well as a cup or guard rebuilt LSD ...